Feaxk pokokny



F. POKURNY, Ja. FLUID CONTROL MEANS FORMOOHS. APPLHLAHON FILED NSV. l1, 191.9.

Patented Dec. 7, 1920.

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UNITED STATES PATENT OFFICE.

FRANK POKOBNY, 7B., 0F NEW YORK, N. lY., ASSIGNOR OF ONE-THIRD T0 FRANCIS W. KEEGAN AND ONE-THIRD T0 D. MORA LIVINGSTON, BOTH 0F NEW YORK, N. Y

FLUID-CONTROL MEANS FOR MOTORS.

Specification of Letters Patent.

Patented Dee. 7. 1920.

Application led November' 17, 1919. Serial No. 338,747.

To ZZ Umm il muy concern.'

Be it known that I. FRANK lononxr` Jr., a citizen of the l'uited States. and resident of borough of Manhattan. in the city.county, and State of New York, have invented een tain new and useful Improvements in li`luid- Control Means for Motors. of which the following is a specification.

This invention relates to internal combustion engines and my improvement is directed to means for automatically controlling the volume of fuel supplied to the engine proportionatcly to the requirenlents of the engine with relation to its ll. P. M. rate, in order that neither more nor less fuel may he admitted to the intake manifold than will satisfy the efficient consumption needs of the engine in all its speed variations.

The diiculty lies in the fact that it is almost impossiblil through human control means to so vary the adjustment of the throttle valve as to regulate thc fuel supply in proportion to the variable number of piston strokes per miute. and without such regulation the How of fuelrmixture cannot accord with the precise engine requirements in all its speed variations. In consequence the engine will either be flooded with surplus fuel which it is unable to digest, or else the engine will he starved through too little fuel mixture. Therefore my invention has been devised for thc purpose of providing automatic means, actuated by the aspiratory tension of the engine, to control thc fuel supply, so that at a low R. P. M. rate the volume of fuel mixture permitted to pass to the intake manifold is restricted, but when the engine speed has increased considerably the fuel mixture passage opens u'p colnmensurately for the delivery of. satisfying charges, thev increase in passage area progressing in s ihronism with the pick up in motor Spee But the automatic engine ci'ontrol Comprising my invention will n t ermit the passage to the intake manifol vo excess quotas of fuel mixture at any intermediate stage in the range of engine speeds, even thou h the throttle valve may have been opone wide upon starting up the engine, because the engine control w1ll-proper1y cordinate the fuel mixture supply to the engine speed.

`Briefiy ex ressed,` my invention consists- "of means inc uded in the passagefrom the,

carburetor to the intake manifold, tonor- Inally restrict the capacity of said passafre so that at low engine speeds only a relative v small volume of fuel mixture may pass, the` cross sectional area of the fuel mixture passage being governed by a gravity return valve which. during the initial portion of its opening movement is sluggish in operation, so that only a sufficient quantity of fuel mixture will be delivered, because on account of the sluggish movement of the valve it will only slightly increase the passage opening during the first or early portion of the engine speed range.

The gravity return valve operates through a so-Called vacuum chamber whose rnrefied condition increases as the valve advances in said chamber due to the fact that the open ing to Said chamber through which the suction pull of the engine is-exercised enlarges more rapidly after the R. P. M. rate of the engine has entered upon a higher portion of its speed range. and then, for the hivher engine speeds the cross sectional area of.1 the fuel mixture passage increases more rapidly,

thus permitting the flow to the intake manifold of the greater. or satisfying fuel mix ture charges. The passage control referred to is a function of the engine tension which varies according to the speed at which the engine operates; hence this control is purely engine control and automatic in its operation.

0f course, it is to be understood that the speed of the engine may, with my invention applied, be controlled as before by the usual throttle valve, but the speed of the engine will in turn serve to control the quantity of fuel mixture that is admitted thereto.` Whereas, without the use of my fiuid control means, the effect of suddenly opening the ply power chargescapable of sustaining the 105 momentum induced by the first, but unsupported quota of excess fuel charge.

'With the fluid control meansminstalled,

however, the increasing volume of fuel' mix `ture 'supply to the engine will be graduated 110 then, before to and by the progressive increase in engine speed, whether the throttle be slammed wide open by an inexperienced operator, or skilfully opened step-by-step in approved manner.

ther features and advantages of my invention will hereinafter appear.

In the drawing Figure 1 is a vertical sectional view of a. fuel mixture assage embodying my improvement, andJ Fig. 2 is a cross-section on the line 2-2 of F i0. 1.

fn the drawing, let 1 indicate a tube which is in communication with a carbureter (not showri), and let 2 indicate a tube which communicates with or forms part of an engine intake manifold. The tubes 1 and 2 are connected, as by flanges, 3, 4, by means of an intermediary, cylindrical casing` 5, which seryes as a duct or passage for the fuel mixture flowing to the engine.

In tube 1 I have shown a throttle valve 6, which however may be otherwise located. I have also sho'vvn a sleeve 7 as constituting an interior lining for casing 5. This is for structurall convenience, in that by this means the elements of the control means to be hereinafter described, may be snugly contained 'within said sleeve, which latter is secured within the casin 5, that may be a casting, as by a threade annulus 8 that is screwed info the lower end of the casing ,5, the aunulus 8 itselfforming a supporting base for said elements.

In this manner, by removingr the bolts 9 that unite flanges 3, 4 with the flanges f)a of casing 5, the latter, with the contained control elements, may be bodily removed from its line position.

Fitting Within the lower portion of sleeve T, to lie imposed upon annulus 8, is a concentric, tubular member 10, which is here shown as having the external annular steps or shoulders 11, 12, and is provided interiorly with the centering arms 13 that carry a centrally disposed nozzle or passage member 1.4, which is provided with an axial orifice 15. Said orifice 15, which com arises the restricted 'passage for the flow o fuel mixture whereby the engine may be operatcd at its idling or low speed, is represented as having an outwardly iared inlet 16 and an outwardly flared exit 17, the intermediate portion o'f sail orifice. heilig in cylindrical fom. i

The external form of member f4 "s that of a double cone, having the upper conical portion 1S and the lower, inverted ccnicalfportion 19. the junction of said. conical A ortions reyuescnting the major diameter of t ie member I4, whose periphery, in the horizontal plane of said major diameter co-acts-with a, tubular valve member 2l) for the passage of rcguiated supplemcntaryquotas of. fuel mixture in a manner to be hereinafter described.

The tubular valve member 20, which may be termed a gravity return piston, is vertically operable Within a concentric housing 21, and at it slower portion said valve member is in slidable contact with said housing. The thickness of wall of' said valve member. at its intermediate portion enables it to occupy the concentric space between the nozzle 14 at the major diameter thereof and the inner surface of housing 21 when said valve member 20 is in its normal or lowermost position` to thus close the pass-.ige represented by said concentric space, but when said member 20 is moved upwardly, then an opening is provided of varying extent, according to the height to which.said member 2() is lifted, for the passage of further quotas of fuel mixture. The lowernlost portion 2U of member 2U is like a cylindrical apron which lies between the tubular member l() and housing 2l and seats upon the step or shoulder 1l on tubular member 1() in its normal position. The interior wall mem ber 20, between its most restricted portion and its apron like portion. is of conoidal form, to present a convergent surface to the ascending fuelmixture, whereas the inverted conoidal surface 19 of member .14. which is opposed thereto, has the tendency to outwardly deflect the passing fuel mixture, the intersecting currents of fuel mixture thus established assisting in the intermingling action of the elements comprisin, r said mixture... This effect it will be understood is particularly advantageous when the member 20 is lifted to provide a passage beV tween it and member 14. i

The member 20, at its upper portion, above the horizontal plane of its most restricted cross-sectional area, is in the form of an outwardly-flared circular apron 22, which terminates in a short 'cylindrical portion 23` that lies normally within the lower. cylindrical surface portion 24 of an annular member 25. in concentric relation therewith` a slight clearance only separating said portions` 23, 24.

bovesaid lower portion 24 of member 25 the inner surface of thelatter expands slightly in the upward direction to a point near theupper end of said member 2F, thence inclining inwardly: and, at its upper end the member 25 has the centering arms 2li which support a centrally disposed conoidal member27, which, lying as it does in thc axial path'of the-ascending fuel mixture, again deflects the cross-currents thereof in their passage to the intake manifold.

An essential feature of thc invention consists in the provision of' what I term a vacuum chamber a?, which is bounded vertically between the opposed surfaces of shoulders 2?28 respectively upon the valve member lll) 20 and the annular member 25, and concentrically by the outer surface Q9 of member 20 and the inner surface 30 of housing 21, said chamber contracting vertically with the upward movement of member 20.

In practice, it is the suction pull of the engine that, operating through the clearance between portions 23, 24, tends to'exhaust the vacuum chamber, but because that clearance is slight the degree of engine tension at low R. P. M. rate is insutlicient to raise member 2U over more than a small extent. and therefore member 2t) fails to open the passage between it and member 14 more than slightly, so that very little additional fuel mixture is passed to the engine in excess of the'volume that passes through orice 15 during this initial range of movement of member 2U. ln other words, the valve member 2t) may be said to be relatively heavy to the suction pull of the engine in its range of movement represented by the distance the portion 23 travels to pass the portion 24. But when the portion 23 of valve member 20 has passed above the portion 24 of member 25, then the inclined valve portion represented by apron 22 enters into opposition with thil expanded portion of member 25, thereby considerably increasing the clearance through which the suction pull of the engine operates to evacuate the vacuum chamber. so that the valve 20 becomes lighter as it were; or, more readily responsive to the increased tension of the motor at the greater R. I. M. rate at which the motor musti operate in order to draw said valve upwardly to a point where the clearance begins to expand.

Obviously, while the fuel mixture passage between member 14 and valve 20 opens up only slowly under the sluggish or weight retarded travel of said valve during the travel range in which portion 23 is passing portion 24, which will be during the relatively low speed R. 1. M. rate of the engine, a` different condition will exist with a relatively high speed R. l. M. rate under the more quickly responsive,operation of the valve 2U, which eniarges said fuel mix-V Lure passage aforesaid'proportionately tof thc engine needs and enables satisfying fuel mixture charges to pass to the intake manifold. ff"

While lift to the valve 2() is, at all times during the motor operation, imparted by upward Suction pull applied to vacuum chamber plus impinging pressure against the inclined surface a ,gf said valve, also a litt rctarding inllunce or downward pull is exerted through suction induced byY the vacuum created between the. lower end of valve 20 and its seat 11, tins suction influence,`as opposed to the upward suction pull, becoming less effective as the clearance between apron 22 and the expanded portion of member 25 increases, so that the valve 2O is subjected to opposing lift and drag forces wherein the drag is more pronounced (though always preponderated by the lift force) in the first portion of the valves upward or opening movement, until, as previously stated, the clearance between apron 22 and the expanded portion of member 25 increases so that theA relatively larger area of surface 27, thus rendered more fully exposed to the upward suction inlluence, plus the diminishing volumetric capacity of chamber fr, permits progressive acceleration in the upward or opening movement of valve 20 as soon as the valve portion 23 has passed the cylindrical portion 24 of member 25.

An important operative feature inherent to the use of my improved Huid control means is the contmuity of fluid flow to and in the intake manifold insured thereby under all variations of engine sieed and notwitlr standing the throttle valve ma be inexpertly manipulated. This is (ue to the condition provided wherein the increase in engine speed concomitantly creates a proportionately increased area for the fluid passageway, so that the suction pull exerted by the engine is at all times and in all degress of its variable tension capable of maintaining the Huid flow in unbroken column, though that column be variable in volume. For example, when the valve 20 is in its lowermost position the concentric Huid passage between said valve and member 14 is most closely restricted, and consequently the fluid flow at the then low rate of engine speed will be uin small volume but at relatively high velocity. Assuming the throttle valve to be suitably opened the tendency of the engine will be to progressively increase in speed up to its maximum rate, it. continually with its advancing speed,a lead boing maintained-and therefore with the greater suction force it exerts, raising the valve to enlarge the fluid passage, and at cach step in progression, exerting the needt'ni tension whereby the varying volume of lluid is maintained in unbroken column.

Also, it will be noted in the operation of the specific fluid control device illustrated, wherein a central flow of -fuel mixture is provided for and also a concentric flow of fuel mixture in variable volume, that while the central fluid flow is caused, by the flared' nozzle portion 17 and the deflecting member 2i', to talce a divergent upward path, the outer, concentric fluid How is convergingly directed by valve surface a, and thus caused to inlpinge upon the central flow of fluid, so that a fuel pulverizing effect is produced, and the fuel mixture as a whole becomes more thoroughly blended and capable of more complete combustion.

As a further inventive feature the upper,

('olioidul portion lH ot' invinlivi 14 is providvdwith steps lll. whit-h uiv suvvvssivvly pussvd hy thv ivstvivtvil portion of vulves 20 in the operation ol' the luttvr. viuh stvp ulloi'ding through its vertivul vxtvnt :i hvvll :li'vzl [Just whiill thv vohnnv nl' :isvvulling fuel mixture \vill hv vonstnnt until thv vulvv 1vstrivtwl portion hns moved into pussuge i12- lation with :i suvvvvding' step, to vithviinvlvusv o1* diminish the l'nvl mixture prissiige ueol'ding' to n'hvthvi' .said vulve is rising or falling'. lllv this lne-uns there is provided u furthe-i' pi'vvuntion :lguiust the dvlivvi')P of too large u volumiot' tlivl lnixtluv loi' :i p:n'- tvulur vuginv spvvd. livvuusv thv dwell pvi'iod or vxtvut gives thv vnginv thv opporinnitx to spvv'l up to thv point ivhvrv it nevds un invivusecl fuel mixture suppl)i hvl'olv thv volume thei'vof is enlarged.

lnvvl'svlvin thv slowing down ot' thv en gineI Speed. the voluuiv oti lnvl Inixtniv :nl` niittvd past these stvps. is vol-rvs)ondinglv i'vgulutvd.

lt will he appui-vut thzit while thv passage ithvrvot used without others.

l vlziim:

l. The method of` vul-ying the vohunv of fluid supplied to un intel-nul combustion vngiuv. huving tlnid ('ontrol menus. whivh von sis'ts in :ipplving' the tvusion rri'eutvd in the uspilutory operation of the engine :is suction pull upon said vontiol Ineens, :1nd in applying :1 drug force to said Control menus in ogilgiwosition to Suid suvtion pull` with the suction pull pl'vpondviuting` for slnggishly ini'i'vusiug thvy volume of fluid passing to the vnginv us the engine speed increases.

2. 'thv nivthod ot' varying the volume of fluid supplied to an intel-nul combustion engine ha ving fluid control menus. whieh vonsists in :ipplving the tension vivuted in the :ispii'utoi'y operation of thv vuginv :1s suction pull upon said Ponti-ol uivuns` und in applying' :i drug fort-e to snid vontx'ol menus in opposition to said suvtion pull` with the sui-tion pull liepoudvi'utiug during the lower rungv of vnginv spvvll` for sluggishly ine-reusing the volumi-- of fluid prissiug to the engine :is the engine speed invi'vusvs. :uid

invz'vzlsing in its prt-piiudex'nnvv through thv higher vng'ine speed ranges, to more rapidly intresse thv volume ot' fluid passing to the vngine :is the engine spi-vd thvn rises at a highvl progressiv1 iutio.

The nivthod ol varying thv volume of iluid 4supplied to :u1 intvinsil voinhustion engine huviug gravity i'eturu lluid control Liu-zins. \vhivh vonsists in upplx'i'ing the t0ni Non r-rvzitvd in the :ispilutoi-v operation of thv vuginv :is snvtion pull upon Suid vontrol iuvuns. und in :ipplving 1l drug foi-ve to ,Suid muti-ol nivuus. supplemental to gi'uiity in opposition to `said snvtiou pull. with the sin tion pull iuvporulvi'utiug loi' sluggishly invivusing thv volume of lluid passing to the vnginv :is thv vnginv speed iin'i'vuSvs.

l. Thenivthoil ol' vin-.ving the volume ot' tluid supplied to un intei'nul vomhnstion en ginv hnviiuf gravity ietln'n fluid conti-ol nivuns. uhivh vonsists in applying the tvnsion i'i'viltvd in thv uspilutonv operation of thv vnginv us sul-tion pull upon Suid vontr'ol uivziusl und in upplving' :i drug fmve to suid vomi-ol nivuus` supl'ilvunntnl to gravity, in opposition to sziiil sin-tion pull, with the ,snc-tion pull prvponilvintiug during the lonvi vuugv ull vng'iuv spvecl l'oI slnggishly inlrv `sing' thv volunuol lluid passing to the vnginv :is thv engine spvvd increases, und invxvusing in its pivponilerunve through the highvr vng'inv spvvfl iuuge. to more rapidly iuvlvusv thtI 'volume of fluid passing to the engine :is the vnginv ,spved then rises :it :i higher progressivi i'utio.

5. l`hv zuvthod ol pi'opovtionlng the volnmv ot' fluid supplied to internal combustion vnglues which vonsists in 'urying the vupuvity ol' the lluid pussuge through the loi-cv vyvutvd hy the engine in its nspirntory operation. :is opposed to gravity supplexnvntvd hy u vacuum drug. und in tziusing said "ul'iution to he relatively small nt low engine speeds. hut enlarging with progressively iuviusing rapidity through higher engine speed ranges.

6. The method of propoltioning the volume ot fluid supplied to an internal eoxnhus tion engine according' to the speed of the engine, whivh consists in varying the volw metric capacity of the Huid passage through the suction force created by the engine in its uspirutory operation` as opposed t0 gravity` und wherein a vuvuum drag force is exerted oppositelv to the suction force, to suppleiuvnt gravity, through :i given range of vuri- :ltion for thv fluid passage capacity, said vuvuuin drug lorev hvvomiug rettogtessivelv ot lvss i'vlntiw vlfvitivenvss :is the fluid passugv vupuvitv invlvusvs hvyoud its sind low iungv ol' vzliiution.

T. .\n iutvruul mnnliustion engine h-uving lluiil voutlol u'lvnns opex'uhlv through the sut-tion pull vi'vutvd hv thv vngiuv in its uspii'utoi'v opvintiou, to per-mit thv, supplv flow of fluid to increase proportionately with the increase in engine speed, and means for establishing a vacuum drag force opposed to the suction pull, to retard the actuation of sa id control means.

8. An internal combustion engine having control means operable through the suction pull created by the engine in its aspiratory operation to permit the supply flow of fluid to increase proportionately with the increase in engine speed, means for establishing a vacuum drag forcie', opposed to the suction pull, to retard the actuation of said control means through the low engine speed range, and means co-acting with said control means whereby the suction pull increases in its pre ponderance over the drag force to accelerate the actuation of said control means through the higher engine speed.

9. An internal combustion engine having gravity return fluid control means operable through the suction pull created by the engine in its aspiratory operation, to permit the supply flow of fluid to increase proportioately with the increase in engine speed, and means for establishing a vacuum drag force, supplemental to gravity, opposed to the suction pull, to retard the actuation of said control means.

10. An internal combustion engine having gravity return fluid control means operable through the suction pull created by the engine in its aspiratory operation to permit the supply flow of fluid to increase proportionatel means or establishing a vacuum drag force, supplemental to gravity, opposed to the suction pull, to retard the actuation of said control means through the low engine speed range, and means enacting with said control means, whereby the suction pull increases in its preponderance over the i rag force and gravity to accelerate the actuation of said control means through the higher engine .speed range.

l1. rl`he combination, with an internal combustion engine, of means permitting the passage of a fixed minimum How of fluid, a gravity return valve, means eo-acting with said valve for the passage of an additional flow of Afluid in progressively increasing volume according to'the increasing speed of the engine, means whereby the suction pull created by the aspiratory operation of the engine is applied as a lifting force to said valve, and moans whereby a vacuum force operatesI as a drag upon said Valve, the said lift initially exceeding the gravity and drag fort-,cs in relatively small degree, but progressively increasing beyond that excess with the passage enlarging lift of said valve.

12. The combination, with an internal combustion engine, having a fuel mixture passage, of aA nozzle with a. central orifice with the increase in engine speed,Y

for minimum fuel mixture delivery, a gravity return valve to co-act with said nozzle for the passage of supplemental fuel mixture quotas, said valve operating in a vacuum chamber under the suction pull of the engine, to regulate the delivered quantity of supplemental fuel mixture, and means for varying the degree of the engine suction pull exerted upon said valve in accordance with the R. P. M. rate of the engine, Whereby only satisfying fuel mixture charges are permitted to pass to the engine at its different speeds.

13. The combination, with an internal combustion engine, having a fuel mixture passage, of a centered nozzle member in said passage, said nozzle being 'externally of conoidal form and having an axial orifice, a concentric gravity return valve to co-act with said nozzle member for the passage of fuel mixture between said valve and nozzle member, an annular member to comprise with said valve a vacuum chamber, in which chamber said valve may operate, co-acting portions of said valve and nozzle presenting a slight clearance for the exertion of engine tension at low engine speed to operate said valve, and means whereby said clearance is enlarged as the engine speed mounts to per mit the delivery of greater fuel mixture charges.

1st.V The combination, with an internal combustion engine, having a fuel mixture passagev` of a centered nozzle in said passage for the inflow of fuel mixture in minimum volume, a concentric, gravity return valve to co-act with said nozzle at the external diameter thereof, to permit the flow of regulated quantities of fuel mixture, an outwardly inclined-circular apron forming part of said valve and having a cylindrical portion, an annulus having a cylindrical portion and an inner, expanding surface continuing therefrom, a vacuum chamber bounded by said valve and annulus, said chamber being in normal communication with the fuel mixture passage, to be subject to the suction pull of the engine through a clearance separating the aforesaid cylindrical portions, which clearance remains constant during the,rst portion of the valve opening movement, whereby the initial valve movement is relatively sluggish at the lower range of engine speed, and said clearance progressively in creasing in area when said c lindrical valve portion has passed the cylin( rica] portion of said annulus, whereupon the inclined apron of said valve co-acts with the expanding surface of Said annulus, in the continued operation of the valve, thus enabling the suction pull of the engine to more rapidly operate the valve for the passage of larger fuel mixture charges, to satisfy the cugino in its higher speed range.

i5. The Qumbinatiun. with un internal] mmmsimx Pzagfm. having :l Huid passage, ui' :lmnmidnl mvmlwr iu said passage, and n mnvvntrv vulva t@ caract wth :said memller fm' thu passage of rvguhltvd quantities 0f Huid, said (-mmifln member having d aries ni' sivps (n :lfm'd dwell phlcfs where thv Huid volume romains constant' in the opera; tion of the valve.

Signed nt he borough of Mnnlmttnu, i1.` 1(1- thi3 City, county :mel Slut@ of New York thi# Tth (1:1)' of ovcmbll A. D. E919.

F {ANK POKORNY, Jin 

